Internal-combustion engine.



PATENTED FEB. 11, 1908.

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CZQEIZEPC/Z GZ @mZeaZ/Qo II IMU 0 I. LONGENBOKER. TNTERNAL COMBUSTION ENGINE. APPLICATION FILED FEB 25, 1907 No. 878,647. PA'I'EEITED FEB; 11, 1908.

G I. LONGEN-BCKER,

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB. 25, 1907.

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PATENTED FEB. 11, 1908. L I LONGENBUKEK- COMBUSTION ENGINE.

APPLICATION FILED FEB. 25. 1907.

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, INTERNAL'COMIBU'STION ENGINE.

Bpecificationof Letters Patent.

f February 1907. Serial No. 359.076.

PatentedFeb. 11, 1908.

.To all who'rri'itma concern:

nnoxnn, a citizen of the United'States, residing at Milwaukee, in the county. of Milwaukee and State of Wisconsin, have invented a new and useful Improvement in Internal-Combustion Engines, of which the follow- .ingris' a complete specification.

his invention relates to those. elementsof.

v engine shown in Fig. 1.

- section showing the construction of engine frame 1,

an ex losive engine which are directly concerne' with the admission and proper mixin of the charge in the cylinder, and 1s designe more particularly-for use in connection with engines employing the heavier hydrocarbon oils, such, as kerosene.

The object in view 1s to simplify the construction, secure more perfect vaporization, J of the charge, and-hence lncrease the ciency of the engine f Further obfl'lects 6f the invention willap pear in'thefo ow' out in the appende claims and illustrated in the accompanying drawings, in which-J Figure 1 represents a slde elevation of an engine in which is embodied my invention. Fig. 2 1s a. central longitudinal section of'the Fig. 3 is an enlarged longitudinal section of the rear end otthe cylindcr, aportion of the piston with the'projecting ledges-thereon, and other cooperating members; 4 is an elevation of the rear face of the 1Sll0n show' the projectin ledges formed thereon; and. ig. 5 1s a deta' the oil injecting um In the P awmgs, the frame of the engine is the two cycle type operated on low grlgvity ,3 designates t' oils, such as kerosene. cylinder, and 3 the crankcase, both being prefit rests by 2, the engine'shown being of description, are pointed .erably cast together, and unite in forming the .The crank case 3 is closed to form an." air tight chamber, compressed the air for the succeeding charge. The cylinder 3 is surrounded by a water jacket 3 and connecting with the upper art of this water jacket is a steam dome 3 the piston as cates with 3 il e steam he air inlet port 22v andthe "exhaust port 23 are located near the forward'end of the cylinder in order that they may be uncovered by it approaches the forward end of its stroke. The air inlet-port 22 communipassageway 22, and with the upper part of dome through the connection 3..

in which is the crank chamber 3 through the port 22, will-have mingled with it steam from the top of the .dome 3 which enmission valve.

12 and-13, the saidlink connec V short arm 12 of the former, an with the.

at a distance equal to the lengt In order'to avoid the cooling and condensa- Be it known t at 1, CHARLES I. LONGE--- tion of the steam, the said connection 3* is .,placed within the walls of the dome 3 and, to secure simplicity of construction, is preferably integral therewith, as clearly shown in Fig-2. As the piston moves-rearwardand uncovers'the port 24, the crank chamber will fill with air and, as the piston returns, it I will compress this air for the succeeding charge. As soon as the piston in its return movement uncovers first the exhaust port-23 and then the air inlet port 22, the com ressed air in the crank chamber will enter t ough the passageway 22 and port 22 and drive out the exhaust gases from the cylinder..

This compressed air' entering through the t e dry ters through theconnection 3*.

To the cylinder head 3 is fixed the ignition chamber 4. 4 is a casing surrounding said igxnition chambenand 5 desi nates as a'umt t e oil injecting pump. In t e crank chamber casing 3 is ournaledthe crank shaft 6, to which is secured the fly wheel 7. The constant level cup 5", the supply pipe 5*, the overflow ipe 5, the lower valves 5 the upper va ves 5, the plunger 5 and the supply pipe leading to the cylinder by 5 these parts collectively constituting the pump and its connection with the oll ad- 7 The plunger 5 is actuated by the reci rocating plunger rod 8, at the junction 0 which v with said plunger is I mounted the rocking hand lever 9 for operating the injector pump independently of the mechanically operating means. The forward end of-the p unger rod 8 is supported by the swinging arm 10, which is pivoted to the frame 1 at 1'0, andon the forward end of said rod is mounted the roller 11 This arm 10. and the lunger rod 8 constitute means for. operative yconnecting the governor mechf anism with the oil injecting pump.

The governor mechanism consists of the weights 12 and 13, which are 1v0tal'ly-'-.

mounted at 12 and 13, respective y, on the fly Wheel 7. These weights12'and 13 are oppositely provided with short arms 12 and 13" re? spectively. A link 14Jconnects the we1ghts weight 13 at a point thereon a proximately liof the short arm 12", but oppositeafrom the arm 13.

disposed on the flywheel and are.

with the.

The spring which extends between the short arm 13? and a fixed point on the fly spring 15, the link 14 will be caused to movenot only longitudinally but radially toward To the said link,"interme-' the crank shaft. diate of its length, is fixed a cam projection 16, which consists of a semi-circular disk, its convex side projecting outwardly and adapted to engage the roller 11 on the end of the 7 engine the cam projection 16 strikes the roller plunger rod 8. In the normal operation of the 11 a slight but distinct blow, each revolution of the crank shaft thus resulting in a quick endwise movement of the rod 8, which will I I ledge 20. This ledge is made upward project a stream or jet of oil into the cylinder.

The oil admission valve 17 connects with oil su ply pipe 5 leading from the pump 5, and t s valve is comprised of the following" parts: A plug e is screwed or bolted in an a erture 1n the to enlarged spring ,e, and the lar er threaded bore at the top. of said plug, W 'ch receives the valve seat plug e". At the inner end of this valve seat plug is formed a valve seat, against which the coil spring e holds the ball valve 6 It will be observed that the oil sass...

valve 17? is located in the cylinder wall substantially midway of its length, or at a con-- siderable distance from the rear end of the cylinder. This particular location of the oil admission valve is important. In oil engines as heretofore constructed, the oil admission valve has been located closely adjacent to the endol"- the cylinder, with the result that the mouth of the valve is soon covered and choked with the deposits resulting from the combustion of the charge. By locating the valve as herein specified, this difficulty is largely overcome, as the iston lies between the valve and the explo ing charge during the time of its most intense combustion.

The ignition chamber 4 is bolted or otherwise secured to the cylinder head 3 in a central position, and consists of the spherical end chamber 4; and the cylindrical neck or channel 4. extending from said chamber to the interior of the cylinder While the engine is in operation the ignition. chamber is maintained at a red heat y means of the burner 18, or by the heat resulting from the combustion of the charge.

On the rear side of the piston 19, preferably in a central; position and integral therewith, is formed the rearwardly projecting y concave, as clearly shown, and is-so arranged that as the piston moves rearwardly the jet.

ofthe cylinder 3, this p ug beingaprovide with the oil port 6 the ore e which receives the coil erase? first half of the compression stroke of the piston.

In Fig. 2 ab indicates the extent of travel of the'face of the piston, m indicates the mid-stroke of same, it' the extent of travel of the piston during the admission of oil, and c the point where compression begins, this point 0 being coincident with. the point i. Ill-Will thus be seen that the admission of .oil begins concurrently with the beginning of the compression stroke of the engine ;,or-, more properly, with the beginning of compression on said stroke, and that the charge of. oil is completely injected within the first half of the compression stroke. The ledge 20 is made to traverse with its entire length the range of the jet of oil from the oil-admission valveand the governor is so timed with respect to the movement of the piston that it will actuate the oil pump and proj ect the oil upon the ledge as it passes the admission valve. The oil impinges the hot ledge, 20 throughout its length and will, in consequence, be well distributed throu hthe c linder and thoroughly vaporized. t e piston reaches the end of its stroke rearwardly, the'said ledge will project into the neck of the ignition chamber, and any oil in the liquid form remaining on the ledge will be thrown into said chamber owing to the sudden reversal of motion of the piston. In this manner fresh fuel is introduced into the ignition chamber at each impulse of the engine and ignition of the charge thus rendered more certain.

To produce a more thorough mingling of the oil and air, did a distribution thereof throughout the leng'h of the cylinder, a supplemental ledge, or'shoulder, 21 is formed on the face of the piston near the upper side thereof. The arrangement is such that when the piston 19 has reached the end of its travel forwardly the supplemental ledge 21 .port 23, it is deflected rearwardly and made to mix with the vaporized oil.

7 What, I claim as my invention, and desire to secureby' Letters Patent, is:

hen

1. In an oil engine, in combination, a cylinder, a reciprocatin piston operating therein, an ignition 'cham er arranged at the end of said cylinder, an oil admission valve located'iii the cylinder wall, and a projecting led e fixed to and movable with-the piston an against which the oil im inges when introduced the cylinder t ough the said admission valve, the said ledge being made to project in to the ignition chamber when the piston has reached the end of its stroke.

2-. In an oil engi11e, .in combination, a cylinder, a reciprocating piston operating therein, an ignition chamber arranged at the end of said cylinder, an oil admission valve located in the cylinder all, and a. projecting, upwardly-concave ledge fixed to said piston in a central position and movable therewith, against which the oil impinges when introduced into the cylinder through the said. ad- Jni: ject into the ignition chamber when the pis ton has reached the end of its stroke.

3. In an oil engine, in combination, a cylind er, a reciprocating piston. operating-therein, an oil admission valve located in the owl-- inder wall and substantially midway of its length, whereby the said valve is rnotected by the piston from the deposits resulting from the excessive heat following theinitial combustion of the charge, a ledge fixed to and. movable with said piston, against which the oil impinges when introduced through said valve of the cylinder, and a secondary ledge formed on the upper side of the face of the piston for deflecting the incoming current of air toward the rear end of the cyl-' inder.

ion valve, said ledge being" made to pro- ,jacketsurrounding said cylinder, a steam' donie connected with the upperpart of sald Water jacket. and a connection leading from the upper part of the steam dome to the air inlet port, said connection lying within the Wfl-llS of said steam donie.

In an oil engine, in combination, a cylinder having an exhaust port and an air inlet port adapted to be uncovered by the piston as it approaches the forward end of its travel, a closed crank chamber communicating with the air inlet port, a piston, a Water jacket surrounding said cylinder, a steam dome connected with the upper part of said Water jacket, and a connection leading from the inlet port, said connection lying Within the wads of said dome and being formed integral therewith.

CHARLES I. LONGENECKER.

Witnesses:

B. (J. WAIT,

W. JHCARNEYF upper part of the steam dome to the air 

